Heavy Duty Trucking

SEP 2014

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According to the company, the
diesel-electric hybrid system power
control unit features a unique hybrid
adaptive control system that continu-
ously communicates with the engine
electronics to evaluate driving and
road conditions to optimize the truck's
fuel economy and performance.
The diesel-hybrid uses regenerative
braking to charge a 288-volt Ni-MH
battery that drives an electric traction
motor in series with the regular pow-
ertrain as a starting aid, and in cruise
and power mode to reduce demand on
the diesel engine, thus reducing fuel
consumption. The electric traction
motor produces 48 horsepower at 258
pounds-feet of torque at 1,000 rpm.
The system is designed to shut
down the diesel engine while the
vehicle is not moving, thus providing
additional fuel savings. A driver-
selectable "Eco-mode" tags the hybrid
company is working with a strategic
partner to bring the system to the
service and delivery space.
"We have addressed many of
the problems with first-generation
hybrids, such as expensive batteries,
less-than-satisfactory reliability, and
complex integration into a vehicle,"
says Crosspoint Kinetics Product
Director John McNichols.
The S3000 deploys ultra-capacitors
instead of batteries to store energy. It
is compatible with gasoline, diesel,
propane, and compressed natural
gas engines. This system does not
interface with a vehicle's engine
management computer, and it's easy
to install and remove, according to
the company. It can be installed in
new and used vehicles and even trans-
ferred from one vehicle to another.
Used for incremental boost when
accelerating a vehicle, the system
generates 100% of its own electricity
when decelerating or braking. Results
from third-party and field testing have
shown fuel-economy increases ranging
between 10 and 30%, varying by driv-
ing style and route selection.
Because lightweight ultracapacitors
are used to save energy instead of bat-
teries, the total hybrid system weight
is only 630 pounds.
Hino
Hino introduced its Class 5 cab-
over diesel-electric trucks in 2012.
Spec the system now. Learn more at
danacv.com/advantek40
Spicer
®
AdvanTEK
®
40 Tandem Axle
SPL
®
250/350 Driveshafts
The system with
greater merit
Withstands 30 PERCENT
HIGHER input torque
More than 2 percent
IMPROVED EFFICIENCY
Up to 21 POUNDS LIGHTER
than a standard axle
Tested to perform
for a MILLION MILES
In an ever-changing industry, Dana keeps
on charging ahead. We have engineered
the Spicer
®
AdvanTEK
®
40 tandem axle and
the SPL
®
250/350 driveshafts with innovative
technologies to become the most durable,
reliable system available for downsped
engines in Class 8 commercial vehicles.
In line with industry trends and geared for
tomorrow, let our complete solution take
your truck to the highest level of effciency.
Circle 226 on Reader Action Card
86 HDT • SEPTEMBER 2014 www.truckinginfo.com
Hydraulic hybrids for refuse
A
lthough Eaton last year discontinued its hydraulic hybrid, a
hydraulic hybrid system from Parker, called Runwise, is still very
much in the game.
It's used primarily in the refuse sector, and replaces the conven-
tional powertrain with a diesel-driven hydraulic power system.
And it's not just for diesel engines. Parker's Hydraulic Hybrid
Business Development manager, Tom DeCoster, told HDT the com-
pany has been running trials on a compressed-natural-gas-powered
refuse truck in Chula Vista, Calif., making few other changes to the
platform except the engine — formerly a diesel.
"We saw results range from 20% to 30% fuel savings, along with a
productivity improvement of 10% to 20% compared to a conventional
diesel-powered compactor," he says. "And because it was natural
gas, we got a reduction in CO
2
and the typical diesel missions."
ALTERNATIVE
FUEL
San Diego's Anderson Plumbing,
Heating & Air, known as the first
certified green plumber, became even
greener with the purchase of a diesel-
electric hybrid Hino COE.